Car-derailer.



J. A. BROWNING.

` GAR DERAILER. AryLIoATIoN FILED APB. 27, 1910.

Patented Aug. 29, 1911.

3 SHEETS-SEBET 1.

ation/w13 J. A. BROWNING.

CAR DBRAILBR.

,APPLICATION FILED APB. 27, 1910.

Patented Aug. 29, 1911.

3 SHEETS-SHEET 2.

g4/Muto@ WW1/momo L www www J. A. BROWNING.

GAR DBRAILBR.

APPLICATION FILED 1111.27, 1910.

1,001,927, Patented Aug. 29,1911.

3 SHEETS-SHEET 3.

' 1711611164 .mw/m@ atto/s111113 JUSTUS A. BROWNING, OF OGDEN, UTAH.

CAR-DERAILER.

Specieation of Letters Patent.

Patented Aug. 29, 1911.

Application led April 27, 1910. Serial No. 557,934.

To all 'whom it may concern:

Be it known that I, JUsTUs A. BROWN- ING, a citizen of the UnitedStates, residing at Ogden, in the county of Weber and State of Utah,have invented a new and useful Car-Derailer, of which the following is aspecification.

The invention relates to improvements in car derailers.

The object of the present invention is to provide a simple, inexpensiveand efficient car derailer, designed for use in mountainous regions andvarious other places, where there is more or less grade, and adapted tobe arranged at a siding above the switch for connecting the same withthe main line, and capable of ettectually preventing cars on the sidingfrom accidentally running onto the main line.

A further object ot the invention is to provide a derailing device ofthis character, equipped with means for guiding the derailed cars offthe siding and away from the main line, so that the cars even whentraveling at a relatively high rate of speed will be prevented fromreaching the main line.

With these and other objects in view, the invention consists in theconstruct-ion and novel combination of parts hereinafter fullydescribed, illustrated in the accompanying drawings, and pointed out inthe claims hereto appended; it being understood that various changes inthe form, proportion, size and minor details of construction, within thescope ot the claims, may be resorted to without departing from thespirit or sacriticing any of t-he advantages of the invention.

In the drawings: Figure 1 is a plan view of a car derailer, constructedin accordance with this invention, and illustrating the arrangement ofthe parts when the siding is at one side of the main line. Fig. 2 is asimilar view, showing the arrangement of the parts when the siding is atthe opposite side of the main line. Fig. 3 is an enlarged plan view,partly in section, illustrating the construction for yieldablyconnect-ing the derailing point with the operating mechanism. Fig. 4 isa transverse sectional view, taken substantially on the line 4 -4 ofFig. 1. Fig. 5 is a detail perspective view, illustrating theconstruction ot' the yieldable device shown in Fig. 1. Fig. 6 is adetail view of one of the guides for supporting the longitudinalconnecting rod. Fig. 7 is a detail sectional view, illustrating the arjrangement of the yieldable device shown in Fig. 2.

Like numerals of reference designate coi'- responding partsv in all thefigures of the drawings. i

In the embodiment of the invention illustrated in Fig. 1 ot thedrawings, 1 designates the main line and 2 the siding, which may extendinto a yard or the like. The passage of the cars on the main line iscontrolled by a switch composed of movable switch rails or points 3 and4, pivoted at one end at 5 and 6 and connected adjacent to the other endby a transverse switch bar 7. The switch bar is connected with suitableoperating mechanism, which may be a single lever 8, as illustrated inthe accompanying drawings, or a switch stand of the usual construction.The switch rails or switch points 3 and 4, which may be movably mountedin any preferred manner, are shiftable in one direction to open theswitch to the siding, as illustrated in Fig. 1 of the drawings, and theyare movable in the opposite direction to close the switch. l/ihen theswitch is open the movable switch point 3 is in contact with theadjoining main line rail, and the other switch point 4 is carried awayfrom the adjacent line rail. This will cause the train approaching theswitch to run onto the siding. l/Vhen the switch point 3 is moved awayfrom the adjacent main line rail, and the other switch point 4 iscarried into contact with its co-acting main line rail, lthe switch isclosed and a continuous main line is provided.

In order to prevent cars on the siding from accidentally running ontothe main line, a pivoted derailing point 9 is located at one. of theside rails a suitable distance above the switch. The derailing point 9is pivoted at its end 10, but it may be movably mounted in any othersuitable manner, and it is connected adjacent to its other end with theswitch operating mechanism by the means hereinafter described, so as tobe closed when the switch is open, as illustrated in Fig. l of thedrawings and to be open as shown in Fig. 3 when the switch is closed.The co-acting siding rail 11 is provided adjacent to the derailing pointwith a laterally extending angularly disposed portion 12, which has itsouter end 13 spaced from the end 14 of the adjacent siding rail toprovide an opening for the wheels of the derailed cars. Should a car rundown the siding when the switch is closed and the derailing point isopen, it will be derailed by the derailing point, and in order toeifectually prevent the car from reaching the main line, the `siding isequipped with a diagonally. disposed guard rail 15, located in advanceof the derailing point and extending across the siding. The diagonallydisposed guard rail is arranged to guide the inside wheel of a derailedcar off the siding and to direct the car away from the main line, sothat a derailed car, if traveling at a relatively high rate of speed ona steep grade, will be effectually prevented from running onto the mainline. The terminals 16 of the guard rail are beveled or pointed and arearranged in spaced relation with the rails of the siding, so as to beclear of the wheels of a car on the siding, but when a car is derailedby the derailing point 9, the inside wheels are carried inwardsufficiently to be caught by the guard rail, which will prevent themfrom being guided to the main line by the siding rail.

The switch bar 7 is connected by a bell crank 17 with one end of alongitudinal connecting rod 18, mounted in suitable guides 19 andconnected by a bell crank 20 with a transverse connecting rod 21, whichextends to the derailing point 9. The guides 19 preferably consist ofgrooved rollers, mounted in suitable brackets 22, having arched topportions or loops 23, which retain the connecting rod on the groovedpulleys or wheels. The bracket 22 consists of a base and spaced sideportions, provided with suitable bearings for the grooved roller orwheel and supporting the arched top or loop 23. The longitudinalconnecting rod, which is preferably tubular, is provided between itsends with an adjusting device 24, consisting of a turn buckle, asclearly shown in Fig. 1 of the drawings. lThe guides and thelongitudinal connecting bar are mounted upon the cross ties and are upout of the way so that train crews are not liable to stumble over them.

The transversely disposed rod 21 is yieldably connected with thederailing point by means of a coiled spring 25, disposed on the terminalportion 26 of the rod 21 and interposed between a fixed collar 27 and across head or plate 28, slidable on the connecting rod 21 and connectedby rods 29 with the derailing point. The terminal portion 26 of the rod21 is preferably round, as clearly shown in Fig. 5, and the collar 27,which is rigid with the rod, is located a short distance from theadjacent end of the same. The end 30 of the rod extends through anopening 31 of a flange or plate 32 having an attaching portion 33,secured to the bottom flange of the derailing point. The short rods 29,which pierce the flange 32 at opposite sides of the connecting rod,alsoextend through the terminal portions of the plate or cross head 28and are threaded to receive nuts 34, which engage the cross head orplate 28. The threaded portions of the short rods and the nuts provideanadjustment for varying the tension of the coiled spring. The coiledspring engaging the plate or cross head 28 yieldably holds the dependingflange of the derailing point against the collar, but if the switchshould be closed after a train has run onto the siding and before all ofthe cars have passed the derailing point, the spring will permit thewheels of the cars to force the derailing point against the adjoiningsiding rail, and the cars will thereby safely pass over the derailingpoint. After the cars have passed the derailing device, the spring willdraw the derailing point outward away from the adjacent siding rail andagainst the collar 27. At the same time the derailing point when open isrigidly held against farther outward or opening movement, so that itwill not yield to the wheels of a car approaching the main line, andwill thereby be rendered positive in its derailing action.

The derailing device is equipped with a pivotally mounted signal 35,which is in the form of a light or lantern in order to indicate theposition of the derailing point particularly at night. The signal 35 isdesigned to have sides of contrasting colors and glasses or lenses ofcorresponding colors. The pivot of the signal 35 is provided with an arm36, which is connected by a rod 37 with the derailing point. When theswitch and the derailing point areV operated, the signal will be turnedand will indicate the condition of the derailing device.

In order to protect the yieldable connection of the transverse rod 21from the weather, it is arranged within a box or cas ing 37, preferablyconstructed of metal and secured to a block or other support. This willprevent the yieldable device from freezing in cold weather, and there isno liability of the car derailer being rendered inoperative throughfreezing.

In Fig. 2 of the drawings, a derailing device 38 is shown applied to asiding 39, located at the opposite side of the main line 40 from thatshown in Fig. 1. The movable switch rails 41 and 42 are connected by aswitch bar 43 with an operating lever 44. The switch bar is alsoconnected at an intermediate point by a bell crank 'lever 45 with oneend of a longitudinal connecting rod 46, supported in guides 47'andextending along the siding. The guides are constructed similar to theguides 19 heretofore described, and the connecting rod, which ispreferably tubular, is provided with a turn buckle 48 and is connectedby a bell crank lever 49 with a transverse rod 50, extending to thederailing point 38. The connecting rod 50 extends inwardly beyond thederailing point 38, and its inner portion is connected with a yieldabledevice, consisting of a coiled spring 5l, interposed between a iixedcollar 52 of the rod 50, and a cross head or plate 53 slidable on therod 50. The cross head or plate, which is located at the inner end ofthe rod 50, is connected with the rail by spaced rods 54:, piercing theplate or cross head 53 and also a depending flange 55 of the derailingpoint 38. This construction operates similarly to the yieldable deviceheretofore described and will permit the derailing point to be forcedagainst the adjacent side rail by the wheels of a car should the switchbe closed before all the cars of a train have passed the derailingdevice. The short side rods 54: are equipped with nuts 56, and theyieldable device is protected from t-he weather by a casing 57, similarto that heretofore described.

Having thus fully described my invention, what I claim as new and desireto secure by Let-ters Patent, is

1. The combination with main line rails, siding rails, and a switch, ofa derailing point located at a point intermediate of the ends of one ofthe siding rails, operating mechanism connected with the switch and withthe derailing point, and a guard rail arranged to guide the wheels of aderailed car away from the main line.

2. The combination with main line rails, siding rails, and a switch, ofa derailing point located at a point intermediate of the ends of one ofthe siding rails, operating mechanism connected with the switch and withthe derailing point, and a guard rail located between the switch and thederailing point and arranged in the path of the inside wheels of aderailed car for guiding the latter away from the main line.

3. The combination with main line rails, siding rails, and a switch, ofa derailing point located at a point intermediate of the ends of one ofthe siding rails, operating mechanism connected with the switch and withthe derailing point, and a guard rail extending diagonally across thespace between the siding rails and located at a point between the switchand the derailing point.

4. The combination of siding rails, one of the said rails being providedwith a laterally extending portion forming an opening in such sidingrail, and a derailing device including a derailing point arranged at thesaid laterally extending portion and movable toward and from the same,and a diagonal guard rail extending across the siding beyond thederailing point.

5. The combination with main line rails, siding rails, and a switch, ofa movable derailing point located at one of the siding rails between theends thereof, and operating mechanism connected with the switch and withthe derailing point and provided with a yieldable device located at thesaid derailing point and comprising a connecting bar having a relativelyfixed stop carried by the connecting bar, a cross head mounted on theconnecting rod and movable with respect to the same, relativelyshortside rods connecting the derailing point and the cross head, and aspring interposed between the cross head and the said stop for normallyholding the derailing point against the same, said stop forming a rigidabutment for the derailing point.

6. The combination with siding rails, of a pivoted derailing pointhaving a depending plateJ provided with an opening, and operatingmechanism including a rod having its terminal portion arranged in theopening of the plate, said rod being provided adjacent to its ends witha collar, a cross head slidable on the rod and spaced from the collar,means for connecting the cross head with the plate of the derailingpoint, and a spring interposed between the collar and the cross head forholding the plate of the derailing point normally against the collar.

7. The combination of a siding rail having an angularly disposedterminal portion, a derailing point movable toward and from theangularly disposed portion, a connecting rod, a yieldable deviceconnecting the rod with the derailing point, and a fixed casing for suchyieldable device, said casing being arranged in spaced relation with theangularly dispo-sed portion of the siding rail and cooperating with thesame to limit the movement of the derailing point.

In testimony that I claim the foregoing as my own, I have hereto afxedmy signature in the presence of two witnesses.

JUSTUS A.k BROIVN ING.

Witnesses:

Gno. F. WATKINS, FRED M. BAiLEY.

Copies of this patent may be obtained for ve cents each, by addressingthe Commissioner of Patents,

` Washington, D. C.

